Aerodynamic Installation Effects of an Over-the-Wing Propeller on a High-Lift Configuration

Müller, Lars; Heinze, Wolfgang; Kožulović, Dragan; Hepperle, Martin; Radespiel, Rolf

doi:10.2514/1.c032307

Cited by 42 publications

(29 citation statements)

References 17 publications

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“…At the same time, the mean drag in the channel is even smaller, leading to a significant amount of induced thrust. This indicates a weakened suction peak on the coanda surface of the flap that normally contributes to lift as well as drag 3 .…”

Section: Wing Aerodynamicsmentioning

confidence: 99%

Unsteady Flow Simulations of an Over-the-wing Propeller Configuration

Müller¹,

Kožulović²,

Friedrichs³

2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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The aerodynamic integration effects of an embedded over-the-wing propeller at take-off conditions are discussed based on steady and unsteady Reynolds-averaged Navier-Stokes flow simulations. In contrast to the rotating blade and hub geometry, the steady computations utilized an actuator disk model with blade element theory enhancement to investigate the mutual influnce between installed propeller and wing with sufficient accuracy. A simplified high-lift geometry of this channel wing concept is compared to a conventional tractor configuration. While the general overthe-wing integration effects, such as lift-to-drag ratio improvement and deteriorated propeller efficiency, are already captured by inexpensive steady simulations, only unsteady computations with full propeller geometry reveal some important flow details. The most striking unsteady effect is the interaction of the blade tip vortex with the boundary layer of the wing which only occurs at the channel wing due to the close coupling. As a consequence the low momentum fluid detaches above the flap leading to a comparatively low lift coefficient. Nomenclature= advance ratio of the propeller = V ∞ n·D P n = rotation frequency of the propeller p = static pressure q ∞ = dynamic pressure of freestream S = wing area of CFD geometry s = semispan of CFD geometry S re f = wing area of reference aircraft t loc = section thrust of propeller blade T = thrust of one engine V ∞ = flight velocity, freestream velocity x, y, z = cartesian coordinates, as subscript for direction Propulsion and Energy Forum α = angle of attack (AoA) β 75 = propeller blade pitch angle (at 75 % radius) φ = propeller rotation angle η P = propeller efficiency µ t /µ = eddy viscosity ratio ρ ∞ = density of freestream

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Section: Wing Aerodynamicsmentioning

confidence: 99%

Unsteady Flow Simulations of an Over-the-wing Propeller Configuration

Müller¹,

Kožulović²,

Friedrichs³

2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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“…The propulsors can be spread in multiple fashions, such as in the leading edge of the wing [56,57], over-the-wing [58][59][60], under-the-wing [59,61], on the wing-tip [57,62], and on the fuselage-aft [26,53,63] to realize aero-propulsive synergistic integration benefits. Such benefits can be materialized in multiple ways: a lower size wing, better cruise performance, a shorter take-off and landing length etc.…”

Section: Distributed Electric Propulsion System Design-benefits and Cmentioning

confidence: 99%

A Review of Concepts, Benefits, and Challenges for Future Electrical Propulsion-Based Aircraft

2020

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Electrification of the propulsion system has opened the door to a new paradigm of propulsion system configurations and novel aircraft designs, which was never envisioned before. Despite lofty promises, the concept must overcome the design and sizing challenges to make it realizable. A suitable modeling framework is desired in order to explore the design space at the conceptual level. A greater investment in enabling technologies, and infrastructural developments, is expected to facilitate its successful application in the market. In this review paper, several scholarly articles were surveyed to get an insight into the current landscape of research endeavors and the formulated derivations related to electric aircraft developments. The barriers and the needed future technological development paths are discussed. The paper also includes detailed assessments of the implications and other needs pertaining to future technology, regulation, certification, and infrastructure developments, in order to make the next generation electric aircraft operation commercially worthy.

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“…In this configuration, the portion of the main wing under the propeller is designed into an arched shape [28,29] to meet the requirement of a low propeller installation position in the vertical direction. The circle center of the arc coincides with the propeller axis.…”

Section: Fuel Saving Double Channel Wing Configurationmentioning

confidence: 99%

“…In order to measure and compare quantitatively the fuel saving ability between the TPC and FADCW configurations used in this paper, a relationship between the fuel consumption and the lift-to-drag ratio is necessary. Assume that these two configurations fly at the same altitude and weight, so the fuel consumption (FC) ratio for them will be proportional to the ratio of their cruise power, which can be expressed as follows: In this configuration, the portion of the main wing under the propeller is designed into an arched shape [28,29] to meet the requirement of a low propeller installation position in the vertical direction. The circle center of the arc coincides with the propeller axis.…”

Section: Fuel Saving Double Channel Wing Configurationmentioning

confidence: 99%

An Investigation of the Aerodynamic Performance for a Fuel Saving Double Channel Wing Configuration

Wang

Gan

2019

Energies

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This paper presents a fuel saving double channel wing (FADCW) configuration for a propeller driven aircraft to reduce fuel consumption. In pursuit of this objective, FADCW configuration combines the tractor propeller layout and over-the-wing propeller layout. The basic idea is to improve the wing lift-to-drag ratio by taking advantage of the beneficial propeller influence on the wing. Based on a multi reference frame method solving Reynolds averaged Navier-Stokes equations, the contrastive study of this configuration and a traditional tractor propeller-wing layout is conducted. It is shown that the propeller slipstream in the tractor propeller configuration leads to a 10.28% reduction in the wing lift-to-drag ratio. With the same reference wing area and the propeller rotation speed; however, the FADCW configuration can reduce the wing drag by 10.41% and increase its lift-to-drag ratio by 13.29%, which results in a 20.15% reduction in the fuel consumption compared with the traditional tractor propeller configuration. Makino and Nagai [5] revealed that the propeller slipstream can delay or eliminate the separation bubble on the wing surface and thereby increase the wing lift in a flow of low Reynolds number. A numerical simulation on the DEP aircraft conducted by Stoll et al. [6] indicated that distributed propeller slipstreams can augment the maximum lift coefficient of the wing to 5.2. Regarding the drag of a wing for a propeller driven aircraft, Kroo's analyses [7] showed that the propeller-wing interaction can reduce the wing drag obviously. However, Fratello et al. Experimental measurements tested by[8] drew a contrary conclusion. Their experiment revealed that the wing drag with the propeller influence is five times larger than that of a clean wing. Through the wind tunnel test, Ma et al. [9] also found that the propeller increases the wing drag and decreases its lift-to-drag ratio considerably. Miranda and Brennan [10] studied a wingtip mounted propeller configuration using a vorticity model and they suggested that whether the propeller-wing interaction is beneficial will strongly depend on the propeller rotation direction and installation position. Therefore, the aerodynamic behavior of the wing, especially the variation of the drag, is very sensitive to the influence of the propeller slipstream; more attention should be paid to employing the favorable influence of the propeller on the wing and avoiding its disadvantageous impact as much as possible.In view of the important influence of the propeller on the wing, some authors [11][12][13] have made airfoil and wing shape optimizations considering the propeller interference to promote the aerodynamic performance of the wing and acquired many good results. However, these works mainly focused on the tractor propeller configurations, where only the influence of the slipstream behind the propeller disk was investigated; the potential favorable effects upstream of the propeller blade on the wing are rarely considered.The goal of the present work is to improve th...

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Aerodynamic Installation Effects of an Over-the-Wing Propeller on a High-Lift Configuration

Cited by 42 publications

References 17 publications

Unsteady Flow Simulations of an Over-the-wing Propeller Configuration

Unsteady Flow Simulations of an Over-the-wing Propeller Configuration

A Review of Concepts, Benefits, and Challenges for Future Electrical Propulsion-Based Aircraft

An Investigation of the Aerodynamic Performance for a Fuel Saving Double Channel Wing Configuration

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